Le Range Rover Classic - Part 4 - Final Engine Choice + VM Diesel Engine Rebuild
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- Опубликовано: 29 авг 2024
- In this video we look at engine options for our Range Rover Classic - do we replace the engine with an original 2.4L Diesel VM engine or do we change it to another engine ? We got lucky and found a good engine for £50 on ebay so we bring it back and strip it down and do a quick rebuilt...
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Simon, I get the impression that you didn't set out to be one of the most interesting presenters on motoring YT, but you are a natural! You have a style that draws you in, much like the great Johnny Ball when I was growing up. Keep up the great work!
Hi Graham - thanks for the comments but I think my videos are still an aquired taste and not very mainstream ! Glad you enjoy the content - see you are only on part 4 !
On refitting pistons have the arrangement of ring gaps in mind .. on 3-ring pistons move the gaps in an 120 ° pattern
Very interesting and educational and, a little bit different too. Can’t wait to see the classic moving around.
There’s a whole new market for your existing and newly invented products and upgrades!
Just a note for your table, you have the m57 down as non land rover, but it was used in the l322 range rover
They also fitted the VM to the diesel Ford Scorpio, the last generation of Granada. The Rover 800, Range Rover and various Italian vehicles. Also the Jeep Cherokee and possibly, for a short while, the Jeep Wrangler.
I think the Vauxhall Frontera also had them !
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In 1993 the Frontera still had the Vauxhall 2.3, a really dirty and nasty engine which convinced me, at the time, to buy an Isuzu Trooper with the reliable but thirsty Isuzu 3.1 indirect engine. This was my father’s primary car until it was scrapped some 18 years later to coincide with father giving up his license due to old age and inadequate vision. The Isuzu LWB was a better tow car with a far torquier engine than the classic RR with VM engine, despite being a part time 4wd.
The VM 2.4 and early 2.5 are indirect injection with all the efficiency penalties that follow. They are also noisy/rattly and the 2.4 in particular has a very narrow effective operating range from around 2500 to 4200rpm. The 2.5 has slightly better low end torque but neither are in the same league as the 200 and 300 TDi LandRover built engines.
I had a 2.4 for many years and apart from the diesel lift pump securing nuts needing regular re-tightening, it was very reliable. Cooling system was of marginal efficiency for heavy towing and due to the dire low end torque, which falls off a cliff if lugged down under 2500 revs resulting in the engine being required to rev to the governor in first high to enable a snatched change into second when climbing steep roads, otherwise second would result in revs below 2500 on the up change and a rapid stall.
VM are a very well built quality engine but of their time. Get the 200 or 300 TD if at all possible, which perform far better and use less fuel. So much better that they are genuinely in a different league.
I have lost sleep over the engine choice.... so was guided by what was available.... a £50 2.5 seemed to be a good deal. Plan is now to get it through the French MOT and get it back here for Gaydon Land Rover show in May !
Great video well done. Looking forward to the engine fit. 👍👍👍👍👍👍
Yes i have done this - will try and get the video compiled !
Been waiting for this video. Great to see it coming together. Wish I was so relaxed when doing mechanical things
There were some more stressful moments but its hard to be stressed in rural France.... cows dogs cats chickens all roaming around and great food and wine.... for me this is better than a week on a beach !
@@L663 I’m officially very jealous 😀. We live France and hopefully we’ll get back there in 2023 but a bit of a jaunt from the us. Happy new year to you and the family
Genius mode ON 🤓😎 I’m completely clueless with engines (or anything mechanical/engineering) but this is really interesting - how on earth do people learn this stuff 🤷♂️.
Looking forward to seeing the classic come to life. Best wishes to you and yours for 2023 🙏👍🎉
Hi Steven - as you can see I am not a master engine builder but can have a go and work most of this out... I think i rebuilt my first engine at 18 when my Ford Popular broke down ! Spent many years fixing engines and cars on low budgets just to keep mobile when at university and my early working days.
You are incredibly brave using the VM 2.4. I have had experience of this engine in both Range Rovers and Rover SD Turbo. I spent so much money repairing these dreadful engines, thankfully the SD Turbo dissolved and Land Rover launched the TDI before the repairs could bankrupt me.
The cooling systems were the main issue, not the engine. However, when they did run short of water the alloy cylinder heads would be completely ruined.
I am hoping the 2.5 will be a better bet - the good news is the engine is now in and running... working on the Part 5 video now !
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I look forward to what you think of the 2.5, particularly its low end torque. I only drove a 2.5 VM a couple of times, so although I deduced that it was better low down than my 2.4, have not enough experience or memory of just how much better it was. I had a Discovery TDi200 run concurrently with the RR 2.4 and the 200 was a way better engine except that it took many miles to heat the coolant and hence the cabin in frosty weather.
Assembly lube on the bearings would have helped for initial start up
Happy new year Simon and gang 🚘🚙🚗👍👍👍⭐️⭐️⭐️⭐️⭐️
Happy new year Jimmy !
Boom Boom!! 💥
Hope you are enjoying the holiday and Mrs Sneeden is delighted with the presents !
@@L663 Yes indeed! Wet rain here over the last 25 hours, so the going is heavy 😆
Simon big mistake with the head gasket, the MLS gasket is much better than the compound ones, you will need to retighten the head bolts after 10,000 miles, I put 300,000 miles on my 2.5 VM and only had problems with the compound head gaskets the MLS gave no problems, also I hope you used the correct thickness gasket or you could have pistons hitting the valves, good luck.
These videos are a little behind the true timeline... been so busy did not have time to get this video together until the xmas break ! but the good news is the engine is in and running.... but more updates to come. Is the MLS gasket a make or a type ? is it one piece ?
@@L663 MLS stands for multi layered steel and are one piece, thickness is very important the MLS will have a small tab that sticks out from the head with either no holes or up to three, the compound gaskets will be marked with a hole or a notch in the same way, hope to see you bombing around the roads of France, I am just down the road in 56.
Happy new year Simon and crew. Stop using the G4alike as shelf and get it finished!
OK I will do my best - to be honest we have been struggling to get staff to help in the warehouse but that should be improving over the next few weeks.
@@L663 Good luck, hope the staff situation improves. Always thought it would be a good place to work, something interesting always seems to be going on.
That is the first time I’ve ever seen gasket sealer used on head gasket
Never seen anyone use Hylomar on a headgasket. It's great on normal gaskets and doesn't clog oil ways apparently.
I have used it without problem - but there are some people saying its not a good idea...
great effort, much appreciated VM knowledge being shared. Is it possible to use a borescope (maybe bent?) and check the cracks that way?
Was going to ask whether you set the Piston Rings up so that the gaps were equally spaced apart but seeing as the engine is now running (reading other comments and replies) you clearly had when you installed all the Pistons back into the block.
Yes i had the gaps at 180 to reduce blow past... it was a bit of a quick / cheap rebuild as not sure that will be the long term engine .... right now need to get it going / passed the French MOT and then registered. I want to get it back here for the Gaydon show in May
A most interesting video, interesting to see you using Hylomar on a head gasket, I always use it a lot more sparingly than that, did you take lots of photos of the ancillary positioning before you took the engine apart? It can be very useful when re assembling, although I think you have made one good engine from 3 here, it looks good, how did you get all those parts through customs on your return to France? Did they try to charge you VAT or import on your own parts? It will be nice to see this one running again! Happy New Year to you Simon. Chris B.
Hi Chris - no problems at all with French customs.... one good thing about doing the videos is that I often look back at my own videos to see how things go back together !
I will publish the video of the engine running later ! Happy new year !
It is notable that there is hardly any combustion chamber in the top of these pistons. More efficient direct injection engines would have the full combustion chamber in the piston in the form of a deep toroidal hole, like a swimming pool in miniature.
Yes the separate combustion chamber in the head is a drawback !
Alright.
Simon, were the single pair of bearings that you bought separately marked upper and lower?
No - not that i recall - I still have them so can check.
We’re about are you located
In the uk but got an old farmhouse in Normandy
❤❤👌👌🙏🙏🇬🇧
Seasons greetings Mr Virdi !
@@L663 same to you nice 👌 job/video keep it up 👍 and god bless you.
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Vm is a horrible engine just don’t bother
Well it did a lot of KM with the original engine so it cant be that bad !
@@L663 hope it’s good for you but I have hade lots of rangrovers and rover cars with that engine and it’s not a good engine just giving a bit of advice but I hope it runs ok